alexander



2 Sheets-Sheet 1. T. ALEXANDER.

LOOOMOTIVE ATTACHMENT.

(No Model.

No. 368,366. Patented Aug. 16, 1887.

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(No Model.) 2 Sheets-Sheet 2-. T. ALEXANDER.

LOGOMOTIVE ATTACHMENT.

No. 868,366. Patented Aug. 16, 1887.

WITNESSES: N

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'view, partly in section, of the same.

UNITED STATES PATENT OFFICE.

TONY ALEXANDER, OF BOGUE OHITTO, MISSISSIPPI.

LOCOMOTIVE ATTACHMENT.

SPECIFICATION forming part of Letters Patent No. 368,366, dated August 16, 1887.

Application filed January 13, 1887.

T0 aZZ whom, it may concern.-

Be it known that I, TONY ALEXANDER, of Bogue Ghitto, in the county of Lincoln and State of Mississippi, have invented a new and Improved Locomotive Attachment, of which the following is a specification, reference being had to the annexed drawings, forming a part thereof, in which- Figure l is a plan view of my improved locomotive attachment. Fig. 2 is a side elevation. Fig. 3 is an elevation of the opposite side. Fig. 4 is an inverted plan view with portions removed; and Fig. 5 is a detailed plan Similar letters of reference indicate corresponding parts in all the views.

The object of my invention is to provide an attachment to locomotives to be used in place of the pilot, or attached to the ordinary pilot, for removing obstructions from the track and throwing them to one side.

My invention consists in a spring-frame attached to the front of a locomotive and arranged to be bowed, and in the combination therewith of a springactuated catch for retaining it under strain, and a bar connected with the spring-actuated catch for releasing the spring-frame by contact with an obstruction on the railway track.

Myimprovement is designed to be attached to a locomotive in lieu of the ordinary pilot or to be applied to the pilot, as circumstances may require. In the present case I shall describe my improvement as applied to a locomotive in place of the pilot.

To the front of the locomotive is secured a frame, A, formed of the triangular part B, which is composed of the crossbar a, the longitudinal bar I), and the two oblique bars 0 c, whichv are attached to the cross-bar and to the outer end of the longitudinal bar. To the crossbar a of the triangular frame B are secured the uprights d, to the upper ends of which is fastened a cross-bar, e. The triangular frame B is braced by the oblique braces f, extending from the forward end of the bar b to the bar e.

To the frame B, at the juncture of the crossbar a with the oblique bar 0, is secured a casting, 0, and to the bar c, immediately above the casting C, is secured an angle-plate, D.

To the angle-plate D and casting O are se- Serial No. 224,260. (No model.)

cured the ends of the springs E E, formed of fiat bars of spring-steel or other suitable spring material, having their ends bent at right angles and secured by bolts to the casting O and angle-plate D. Thesprings are connected with each other by vertical bars which are clamped to the springs by bolts h and short bars i, the bolts passing through holes in the bars 9 above and below each spring and through holes in the short bar i. To the front or outer surface of each spring E E is secured a rubber covering, y.

In the oblique bar 0, and in an arm, 7:, attached to the bare, is journaled a reel, F, to which are attached three chains, G G G which are secured to eyes Z, projecting from the bar g, attached to the free extremities of the springs E E. Upon theshaft of the reel F is secured a pinion, m, and upon the bar 0 is placed a steam or air cylinder, H, provided with apiston and piston-rod, a, connected by an arm, 0, with a rack, 19, guided in a groove in the side of the cylinder H and arranged to engage the pinion m. The cylinder H receives steam or air un der pressure from a pipe entering a hole, q, in the rear end of the cylinder. To the bar 0 is pivoted a right-angled pawl-lever, 1', one end of which is capable of engaging the rack 1), while the other end is connected with a rod, 8, which extends to the cab of the locomotive.

To the under surface of the frame A is pivoted a catch-lever, t, which is pressed by a spring, a, backward toward the rear of the frame A. The inner end of the catch-levert is prolonged beyond the pivot of the lever to the center of the frame B, and is connected with the bar 1), which extends beyond the forward end of the frame and is provided with a curved cross-arm, 10, which is of sulficient length to reach from one track-rail to the other. The bar 1; is supported by a standard, a, which extends upward through a slot in the bar r, and carries two rollers, I), which rest upon the top of the bar I) and support the bar 1) and the cross-arm w a short distance above the track. The rollers b are protected by a guard, 0'. Upon the extremity of the bar b is secured a post, (1, which is supported by the braces e f, extending backward and secured to the forward edge of the bar 6. To the front side of the post d, near the top thereof, is secured the draw-bar g.

move the obstruction to one side of the track out of the path of the locomotive. The springframe is replaced in the position of use by admitting steam or air under pressure to the cylinder H, forcing out the racklp, which, by its engagement with the pinion m, turns the reel F and winds the chains G G G and brings the bar 9- into-engagement with the catchlever t.

Should the engineer at any time desire to prevent the operation of the device, he can do so by bringing the pawl-lever r into engagement with the teeth'of the rack p by pushing the rod 5. The rubber covering of the springs E E prevents injury to the apparatus while it is in operation.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. The combination, with a locomotive, of a spring-frame formed of the springsE E, the vertical bars g, and means, substantially as shown and described, for straining and releasing the spring-frame.

2. The combination, with the pilot of a 1000- motive, of a spring covering formed of the springs E E, vertical bars 9, and the retaining catch-lever t, substantially as shown and described.

3. The combination of the frame A, the springs E E, the vertical bars g, the spring actuated catch-lever t, and the bar '0, provided with the cross-arm w, substantially as shown and described.

4. The combination of the frame A, the springs E E, the vertical bars g, the springactuated catch-lever t, the bar 0, provided with the cross-arm 'w, the chains G G G the reel F, and means, substantially as shown and described, for operating the reel.

5. In a locomotive attachment, the combination of the frame A, the springs E E, se-

cured to the frame, the vertical bars 9, secured to the springs E E, the chains G G G the reel F, the pinion m, the rack p, the cylinder H, containing the piston and piston-rod connected with the rack 19, the spring-actuated catch-lever t, and the bar '0, connected with the catch-lever and provided with the crossarm w, substantially as shown and described.

6. In a locomotive attachment, the combination of the frame A, the springs E E, secured to the frame, the vertical bars 9, secured to the springs E E, the chains G G G the reel F, the pinion m, the rack p, the cylinder H, containing the piston and piston-rod connected with the rack 10, the spring-actuated catch-lever t, the bar a, connected with the catch-lever and provided with the cross-arm w, and the pawl-lever r, arranged to engage the rack p and the rod 3, connected therewith, substantially as shown and described.

TONY ALEX ANDER.

Witnesses:

SAMUEL AIRD, E. A. MCLAURIN. 

